Control system for train circuits



Aug. '27, 1929. H. E. VAN DORN CONTROL SYSTEM FOR TRAIN CIRCUITS Filed Dc. 22, 1928 5 Sheets-Sheet 1 g 1m. H. E. VAN DORN 1,726,508

CONTROL sYsTEia FOR TRAIN CIRCUITS Filed Dec. 22, 1928 5 Sheets-Sheet 2 i wz .fi/Zerfl. Valzfiafia 'Aug. 27, 1929. H. E. VAN DORN 1,726,508

CONTROL-SYSTEM FOR TRAIN CIRCUITS Filed Dec. 22, 1928 5 Sheets-Sheet 5 J 1% f l/ZWZ? iz flw m Aug. 27, 1929. H. E. VAN DORN 6, 8

CONTROL SYSTEM FOR TRAIN CIRCUITS Filed Dec. 22, 1928 s sheets-sheet 4 2 H. E. VAN DORN 1,726,508

CONTROL SYSTEM FOR TRAIN CIRCUITS F lled Dec. 22, 1928 s Sheets-Sheet 5 Patented Aug. 27, 1929.

HERBERT n; VAN onner oHIoAeo, ILLINOIS, Assam: To mama E. yen norm;

' CONTROL SYS EM; iron :TRAriif ernouirs. 1'

The present invention relates to the cou& pling up and the control of electrictrain lines and train air lines in traiIiSWmade up of electric railway cars, and has for its ob ject to simplify and improvesystemso'f this kind. f

' Coupling mechanism for I mechanically coupling together two cars and at thesame time connecting together the electric train lines and the various air pipes 'are'in'commen use. In most cases only comparatively contacts in thecouplers 'willbe deenergize'd,

except when they should beenergiaed.

The various featuresof novelty whereby my invention is characterized will hereinafter he pointed outwith particularity in the claims; but, for a full'unders tandingfof my invention and of itsfobjec'ts and: advantages, reference 'may; be had to the following detailed description taken in connection with the accompanying drawings, wherein: Figure 1 is a diagrammatic illustration of theequipment for one end of a car arranged in accordance with my invention; Fig. 2 is a top plan view, partly in section,'of'a conihined car and aircoupler; Fig. 3 is a view partly in side elevation and partly "in section, illustrating the car and air coupler; Fig. 4 is'a side elevation of the switch for the train lines carrying comparatively small currents; Fig. 5 is'a View similar to Fig; 4, showing only a fragment of the switch, and parts being broken away to disclose the interior; Fig. 6 is a perspective View of the manually operated levers by means of whichthe switch shown in] Fig. 4, maybe actuated; Fig. 7 is an elevation of the bus switch enclosed within its housing ;"Fig. 8 a'section taken approximately on line 88 of Fig. 7; Fig. Elisa top plan view oi the front en d' of the electric coupler showing the automatic controller for the bi s switch, the cover for the "controller be-v ing omitted; FigilOis a section taken 'ap V V proximatelybn line"10-10ofFig. Fig. 11 "is ii-rear View of one 1 0 f the master controlling 'valves;"Figl 12 is asection taken approximately on line 12- I2 of Fig. 11; Fig; 13 is a Y section" taken approximately "on line 13- 13ofFig;"12; Fig, 14 is a section taken approximately on. line I1414 :of Fig. 12'; and Fig. 15is a View ofthe interlocking 1 cams, illustrating them in different po; sitions than'those which'fthey occupy in lleferring t Fig: 1 v of the drawings, 'A represents a"combined car and air coupler, and 13 represents anelectric' coupler underlying and fixed to the car and air coupler. C is the main switch in the train lines carrying the comparativelysmall currents; these linesjbeing earriedfifr'om"theiswiteh to the electriccoupler through means C, D is the switch in the bus line, that i is the train line adaptedto' carry heavy currents; the bus line-being represented by a cable d1 extend ing between theswit chD"and theelectric couplen The car coupler has an unlocking cylinder? 11* "The switc'hesU and D are of the normally open typefthe switch. C being convenientlyof the: type illustrated in my priorfapplication Serial Number 292,465 filedon'the 13th day of July, 1928; there being an actuating cylinder 2 for closing the switch) The admission of air to and the disch rgegofan: from the cylinders 1 and 2 is controlled by a 1 suitable master valve 'E. In the arra-ngenient sliown, there are two of these valvesbne "of'which, the valve E, being adapted to be positioned inthe motormans cab while thefsecond valve, E, is placed in 'su c h position that it may be operatedby a person standing on the ground besidethecar. l i I 13F and G' represent respectively'the main reservoir pipe. and the brake pipe of the air brake system. These pipes are adapted to beautolnatically connected to the corresponding pipes on an adjacent car' by a suitable car air coupler such, for example, as .is "illustrated in my application Serial Number"24l,826, fild"January 6, 1928.

In Figs; Zand 3flthere isshown suflicient of theldetailofthe coupler to illustrate its functions so'far as the present invention is concerned; Referring to these figures, it willbe', seen that themain reservoir pipe F isv e s e -lca nel dnit de. o h coupler head, this casing containing a chamher 4 with which communicates an inclined pipe 5 whose outer end 6 is adapted to be engaged by a corresponding pipe on an opposing coupler to connect the two reservoir lines together.

The master valve device is shown in detail in Figs. 11 to 15. This valve is the same as that disclosed and claimed in my application Serial Number 234,733 filed November 21, 1927. It will be seen in Figs.

1, 2 and 3that there is a pipe 8 connected to the chamber 4.111 the coupler head and leading, to about" the center of the valve device E. A pipe 14 leads from the valve device E to theunlock-ing cylinder 1 of the coupler. A third pipe 15 leads from the valvedevice E to the center of the valve device E. A pipe 15?, corresponding in location to the pipe 15 with respect to .the valve E leads from the valve E ;to the switch cylinder 2. There is also a pipe 14* corresponding to the pipe 14, leading from the valy e device E and connected to the pipe 14:.

It will thus be seen that when the valve devices E and E are properly set, in the event that two cars are coupled together, so that there is air under pressure in the chainber/1 in the coupler, air may flow from'the reservoir line into the pipe 8 through the valve device E and pipe14 to the unlocking cylinder of the coupleryso as to cause the coupler to be unlocked; or, the air, after entering the valve casing E through the pipe 8 may leavethrough the pipe 15, the valve E, the pipe 15 to enter the switch operating cylinder 2 so as to close the switch. If the valve device E were not present, the

.- pipe 15 would lead directly to the switch cylinder, and therefore the operation system may be explained in a preliminary way without reference to the valve device E.

Referring to Figs. 11 to15, it will be seen that the valve casing 16 contains three chambers, 17, 18 and 19 the chamber 17 being at the top and in the middle, while the chambers 18 and 19 are arranged slightly below and at opposite sides of the chamber 17. The pipe 8 is connected with the chamber 17, and the pipes 14 and 15 are connected respectively to the chambers 18 and 19. Between the chamber 17 and each of the other chambers is ,a. plug valve, these being indicatedat 20 and 21. Suitable ports and passages, 36. and37, respectively, are provided so that each of the chambers 18 and 19 may be placed in communication with the chamber 17 or shut off therefrom. The

v parts are so proportioned and arranged that It will be seen that air may be admitted from the pipe 8 to the uncoupling cylinder and to the switch cylinder. However, the pipe 8 is not supplied with air, that is compressed air, except when two cars are coupled together. Therefore, when the car coupler is not coupled to a companion coupler, the spring associated with the switch C is free to operate the switch so as to open the same, 501 to hold it open if it is already open. When a plurality of cars arecoupled together, all. of the pipes corresponding to the pipes' 8, except those associated with a coupler at each end of the train, will receive air, so that the switches C and the uncoupling mechanisms corresponding to those couplers'that are in. coupled relation to each other may be operated; The two valveelements in the master valve should be interlocked to insure that the sys tem will always function in the manner desired. As heretofore explained, each plug valve in one position vents thecylinder controlled by .it to atmosphere while, in another position, ninety degrees removed, it connects that cylinder to the supply pipe 8; Each valve is provided with an operating handle, as indicated at 24 and 25,, respectively, adapted to swing through an angle of ninety degrees, corresponding to the necessary movements of the plug valves. The air pipes enter the valve casing from the rear and the valve stems 26 and 27 project out through the front wall of the main portion of the casing. This front wall is hollowed out'on the .outer side to provide a chamber .28.

VVithin this chamber are located two interlocking plates 29 and 30 mounted on the valve stems 26 and 27, respectively, so as to be rotatable with the latter. The plate 29 is L-shaped, being mounted on the valve stem at the juncture ofthe two arms. The plate 30 is in the form of a disc having two peripheral notches 31 and 32, forming .arcs struck about the center of the stem 26 when these notches lie directly opposite the stem. The radius of the notch 31 is greater than that of the notch 32 and is approximately equal to or slightly greater than the radius of the curved end of the arm 33 of the plate 29. The arm 34 of the member 29 is longer than the arm 33. Consequently the arm 33 will .be free to swing in the notch 31 when the parts are in the position shown in Fig. 15; but the arm 34 is too long to swing through either notch. However, the marginal portion of the member 30, on the underside and along the notch 32, is cut away, and the outer end of the arm 34 is also cut away along the top to form a lip 35 that will ride underneath the lip on the member 30 when the parts are positioned as shown in Fig.7; the main portion of the arm 34 being short enough to pass through the notch 32.

in Fig. 12, adapted to ride in a curved groove 46 in the front face of the walls 41 and 42, to prevent accidental withdrawal of the handle. Near the lower end of the groove is a lateral branch '47 ieadin to the outside. the handle 24 is in t e position shown in full lines in 11 and in dotted lines in Fig. 14, the pin is opposite :the notch or branch groove '47, and the handle may be withdrawn lengthwise. The interlocking of the handle 24 with the casing has the further function of preventing the removal of the handle except when the uncoupling valve is in .a position to vent the uncoupling cylinder to atmosphere, thus preventing air from being admitted to the uncoupling cylinder when the :cars are coupled and air automatically supplied to the chamber 17 in the master valve casing.

After the cars have been uncoupled and the trainman desires to remove the detachable handle, it .is first necessary for himto return the handle 24 to the position shown in .full lines in 11 and 12 and in dotted lines in Fig. 14. However, .in returning the l handle to this ,position he must also return the other handle from the dotted line position in Fig. ill to the full line osiltion in that re. That this follows will be clear from t inspection )of Fig. .15. The uncoupling handle .24 cannot be swung in the counterclockwise direction from the position shown in 15 without first turning the handle 25 and the locking disc in the i counterclockwise direction through an angle of ninet recs, since the lip strikes against p eof the plate 30, in the position shown. After the valves have been brought into the position shown in Fig. .13, with the handle 25 projecting up and the handle 24 removed, the handle "25 is locked against movement until the handle 24 is again inserted and "swung up through an angle of forty-five d'e recs.

In order to insure t at neither of the two controlling handles will be swung through an angle of more than ninety degrees, I prefer to make the slot 43 approximately ninety degrees long, thus limiting the swinging movements of the handle 24; and to provide the cover plate of the casing with stationary lugs .48 and .49 lying in the path "of travel of a finger or projection on the inner side of *thehandle 25, thereby definitely limiting the swinging movement of the handle 25 It will thus "be seen that I have produced a simple and novel means for controlling the switch associated with certain of the conductors leading to the electric coupler, as well as the uncoupling of cars; whereby the switch is caused to open before uncoupling is possible, and whereby the-master controller may be left in a safe condition by the removal of a single handle. It will also be seen that while I guard against uncoupling while the contacts in the electric coupler are alive, means are provided for permittinv the electric switch to be operated at will. For this purpose it is only necessary 7 to swing the uncoupling handle up fortyfive degrees to its intermediate position, bringing the interlocking plates or cams into the positions shown in Fig. 15; whereupon the controllin valve for the switch is left free to move rom either limit to the other. This is important because it may at times be necessary to inspect an electric coupler while cars are coupled, and it is not desirable that the contacts in the electric coupler be energized at such times.

The bus line switch D is not operated pneumatically as is the switch C, but is an electromagnetic switch, conveniently of the character shown in Fig. 8. Referring to Fig. 8, 52 represents a stationary switch con tact and 53 a movable contact. The bus line is made and interrupted at the contacts 52 and 53; the current flowing through a suitable coil 54, to blow out the arc that is formed when the switch is opened. An electromagnet 55, when energized, draws the switch contacts into engagement with each other, whereas the contact 53 drops away and breaks the power circuit when the electromagnet is deenergized. The details of this switch are of no importance and, of themselves, form no part of the present in vention, since the switch that I have illustrated is old and well known. The energizing circuit for the electromagnet 55 is indicated at 57. The continuity of this circuit is interrupted at two points, once at the switch 0 and again at the coupler, so that the bus switch is controlled by the coupler and also by the switch C. The controlling means in the circuit 57 at the coupler may conveniently be a small switch that is normally open but is automatically'closed when the cars are coupled together, as illustrated in Figs. 9 and 10. The switch, as illustrated, comprises two stationary spring fingers 58 and 59 mounted in a chamber 60 on top and at the front of the electric coupler, and a movable contact piece 61. The movable contact piece is fixed to the underside of a block 62 of insulating material mounted on the rear end of a plunger 63 extending lengthwise of the coupler and projecting beyond the front end of the latter. The plunger is slidably supported by two transverse ledges 64 and 65 on the coupler. Surrounding the plunger, between these ledges, is a spring 66 whose rear end bears against the rear ledge 64 while its front end engages with a, collar 67 on the plunger. The parts are so proportioned that normally the spring holds the plunger forward, with the contact piece 61 positioned beyond the a front end of the fingers 58 and .59, However, when two cars i are coupled, the "plunger on each coupler rswich may be opened at will.

abuts against a surface of'the Opposing "coupler and-is pressed back until the contacts 61 engage with the corresponding"contact fingers.

The second interruption in thecircuit '57 occurs at the switch C. As'shown in Fig. '5, it will be seen that there 'is' a ga in the circuit between two stationary" contact fingers 68 in the switch C. When thisswitch is closed, the fingers 68 are electrically con-' nected together by a contact 69 on one of the drums of the switch,'whereas*at other times, when the switch is open, the continuityof the circuit is interrupted at the fingers.

In other words, the bus switch can not be closed or remain closed unless and until the cars are coupled and the switch for the train control circuits and other circuits carrying light currents is closed, and the bus switch must open, in normal operation before an uncoupling of the cars becausethe switch G is opened when air is admitted to the unlocking cylinder of the car coupler.

Also, if for any reason the switch G remains closed during uncoupling, the actuating magnet for the bus switch will'promptly be deenergized through the opening of the switch on the coupler; and therefore no de Structive are y time p oduced between the buscontacts. I

The energizing circuit for the bus actuator may contain also a manualswitch that may conveniently beof thepushbutton type as indicated at 70, wherebythe bus It may sometimes be desirable to close the switch C while the cars are uncoupled. To

this end one of the radial-arms 71011 the rock shaft 72 through which theswitch C is" op eratedyis extendedforthe purpose of receiving a connection with a manual operating mechanism. As shown in Fig; 4, the arm 71 is the one to which is connecteda rod 73 surrounded by a compression spring" 74 that acts in opposition to the pneumatic'operating means for the switchu The manual operating means consists of a rock shaft '7 5 extending transversely across the car and having operating handles '76 at the ends." -The shaft 75 has a radial arm 77 to which is pivoted one end of a connecting rod 78. The free end'o'f the extended arm'71'has a" pin 79 thatextends into an elongated slot 80" in the connecting rod. The parts-areso' proportioned that when one of the handles 76' is swung up it causes theswitch C tobe" closed; and it may be locked in this position by means of a suitable catchBl. Normally, however, when the handle is free from the catch, the pin and 'slot'connection, just'..de-

scribed, permits the switch to open and close without affecting the inanualoperating means 1.; M

The bus switch may be enclosed in a suitswitch Where I employ the expression control line.

or control circuit: I mean any line or circuit that does'no -carry the heavy currents of 1. In a car, air and electric coupling system, a coupler, electr1c control l nes and an electric" power line leading to "the'vcoupler,

a'switch in said controlf lines, second switch' the Qwer line, 'andmeans controlled jointly 1y the cou ler and the" first" switch for operating said second switch;

2; 'In'a car, air and electric coupling s'ystem, a coupler, electric controllincs and an electric power line leading to the coupler,

a switch in said control 1i;nes,asec nd witch" in the power line, pneumatic actuatingmeans for the first switch, jelectromagnetic actuat ing' means for the second a control valvef for said pneumatic actuating means,

I for controlling said electro niagnetic' factuatand meansjassociated with the first switch ing means.

3. In a'car; airand'electriccoupling sys tern, coupler, electric control lines and an electric power line leadingto 'thecoupler, a switch in said control lines, a second switch in the power line, pneumatic" actuating means forthe first switch, electro-mag'lietic actuat ingmeans for" the second switch, a r control valve for saidpneumatic actuating means,

and meanscontrolled jointly bysaid first switch and said coupler for energizing said electro-magnetic actuating means:

4. In a car, air and electric coupling tem, a'coupler, electric control lines andan 1 electric power line leading to the coupler, a

switch in said control lines, a second'switch it in the power line, electro-niagnetic actuating l means for the switch in the power lines,

and means controlled bysaid couplerf for energizing" said electro magn'eticf actuating means.

5 In a car," air and electric co pling sys term a coupler, electric control linesand am electric power line leading to the"coupler, a

switch in said controljlines; a second switch in the power line, imea'ns controlled"by th'emeans for the second of said switches, a concoupler for actuating the first of said switches, an "electro-magnetic actuating trol circuit for said electro-magnetic actuating means, and a normally open switch in said control circuit at the coupler adapted and in position tofbe closed by an opposing coupler in the act of coupling.

6. In a car, air and electric coupling system, a coupler, electric control lines and an electric power line leading to the coupler, a switch'in said control lines, a second switch in the power line, means controlled by the coupler for actuating the first of said switches, an electrosmagnetic actuating means. for the second of saicl switches, a control circuit for said electro-rnagnetic actuating means, a normally open switch in said control circuit at the coupler adapted and in position to be closed by an opposing coupler in the act of coupling, and meansv associated with the first-mentioned switch to open said control circuit when the first-mentioned switch is open.

7. In a car air, and electric coupling systems, a coupler, electric control lines and a bus line leading to the coupler, a switch in the control lines, a bus switch, means controlled by the coupler for closing the first switch, and means controlled by'the first switch for closing the bus switch.

8. Ina car, air and electric coupling system, a coupler, an unlocking means for the cou ler, electric control. lines and abu's line lea ing to the coupler, a normally open switch in the control lines, a normally open bus switch, closing means for the bus switch a controlled by the first switch, whereby the bus switch is caused to open, when the other switch opens, power means'for closing the first switch, and IL QIIS, compelling the deenergiz'ation of. said power. means, before said unlocking means for the coupler can be operated.

9. In a car, air and electric coupler system, a coupler, electric control lines and a bus line, means for automatically connecting the control linesto the coupler after a coupling is made, and means for automaticallyconnecting the busline to the coupler after the control lines have been connected as aforesaid. a

10. In a. car, air and. electric coupling system, a car and air coupler, an electric cou.- pler, electric control lines and an electric power line leading to, the electric coupler, a switch in said control lines, a second switch in the power line, a third normallyeopen switch in the electric coupler which will be closed on the coupling of the car, air and electric couplers, a pneumatic actuating means for the first switch, means associated.

open in case the first switch does. not open in the act of uncoupling.

11. In a car, air and electric coupling system, a car and air coupler, an electric coup pler secured to the car and air coupler, electric control lines and an electric power line leading to the electric coupler, a switch in said control lines, a second switch in the power line, means for manually closing the switch in the control lines and keeping it closed in operation, an electro-magnetic means for closingthe switch in the power line, a switch in the electric coupler for controlling the said electro-magnetic means, a means in the first switch for controlling the said electro-magnetic means, said switch in the electric coupler being constructed and arranged to open on the uncoupling of the car couplers and: cause the power switch in.

similar car couplers will be coupled on the impact of the cars to hold cars together, the coupling of the car couplers operating toauxtomatically couple the air lines between the cars, the coupling of the electric couplers operatingto couple the electric circuits: in the electric couplers automatically on the coupling of the cars, control lines andan electric power line leading to the electric coupler, a switch in the coupler which will be automatically closed on the coupling of the car, air and electric couplers, a control switch in the control lines for controlling the control circuits of the car,a bus switch for controlling the power circuitof the car,

electro-magnetic actuating means for the,

power switch, a control circuit for the electro-magnetic actuating means, the control circuit passing. through the control switch and through the switch located in the car coupler, whereby the switch in the coupler air and electric connections between cars, a I

switch for controlling the control lines, a.

switch for controlling the power line, a normally-open switch in the coupler to be closed in the coupling of the car, air and electric couplers, a means for controlling the control, swltch, a valve means 1n the car coupler for til controlling the switch control means and thereby the control switch, an electromagnetic actuating means for the power switch, and means associated with the switch in the coupler and with the control switch for controlling the electro-magnetic actuating means.

14. In a car, air and electric coupling system, a coupler, electric control lines and an electric power line leading to the coupler, a switch in said control lines, a second switch in the power line, a switch in the electric coupler to be closed on the coupling of the car couplers, pneumatic actuating means for the control switch, electro-magnetic actuating means for the power switch, a valve in the car coupler for controlling the pneumatic actuating means for the control switch, a control circuit passing through the switch in the coupler and the control switch for controlling the electro-magnetic actuating means, and a means whereby the control switch may be opened and open the power switch without the switch in the electric coupler being opened.

15. In a car, air and electric coupling systour, a coupler, electric control lines and an electric power line leading to the coupler, a switch in the control lines, a switch in the power line, a switch in the coupler to be closed on the coupling of the car coupler, and electro-magnetic actuating means for the power switch, a control circuit for controlling the electro-magnetic actuating means passing through the switch in the coupler, pneumatic actuating means for the control switch, a valve in the coupler for controlling the said actuating means, a pneumatic uncoupling means for the car coupler, a manually operated means for operating the control switch whereby when the car couplers are pneumatically uncoupled the manually operated means will not be operated and the coupler will open the power switch before,

the control switch is opened in the act of uncoupling.

16. In a car, air and electric coupler systom, a coupler, electric control lines and an electric power line leading to the electric coupler, a switch in the control lines and a second switch in the power line, a pneunr'atic actuating means for the first switch, an electro-nragnetic actuating means for the power switch, a controlling valve for said pneumatic actuating means, a control circuit passing through the control switch for controlling the electro-magnetic actuating means, a manually operated switch in the control line for controlling the electro-magnetic actuating means whereby the power switch can be opened and closed when the car, air and electric couplers are coupled Without the opening and closing of the control switch, and a means whereby the control switch can be opened and closed and thereby open and close the power switch without operating the manually operated switch.

17 In an electric coupling and control system, a coupling device, electric control lines leading to the coupling device, an electric power line, a control switch in the electric control lines, a power switch in the power line, means for manually closing the control switch, an electro-magnetic actuating means for the power switch, and a control circuit passing through the control switch for controlling the electro-magnetic actuating means so that the power-switch will be closed automatically upon the manual closing of the control switch.

18. In an electric coupling and control system, control lines and a power line leadingto the end of a car, a means for connecting said lines to another car coupled thereto, a control switch in the control lines, a power switch in the power line, a means for opening and closing the control switch, and a means whereby the power switch will be opened and closed simultaneously with the opening and closing of the control switch.

In testimony whereof, I sign this specification.

HERBERT E. VAN DORN. 

